EP1903202B1 - Vorrichtung für den Antrieb elektromagnetischer Ventile - Google Patents

Vorrichtung für den Antrieb elektromagnetischer Ventile Download PDF

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Publication number
EP1903202B1
EP1903202B1 EP07116652A EP07116652A EP1903202B1 EP 1903202 B1 EP1903202 B1 EP 1903202B1 EP 07116652 A EP07116652 A EP 07116652A EP 07116652 A EP07116652 A EP 07116652A EP 1903202 B1 EP1903202 B1 EP 1903202B1
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EP
European Patent Office
Prior art keywords
coil
capacitor
discharge
switching element
discharging
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
EP07116652A
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English (en)
French (fr)
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EP1903202A2 (de
EP1903202A3 (de
Inventor
Kouji c/o DENSO CORPORATION Ueda
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Denso Corp
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Denso Corp
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Publication of EP1903202A3 publication Critical patent/EP1903202A3/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K17/00—Electronic switching or gating, i.e. not by contact-making and –breaking
    • H03K17/16—Modifications for eliminating interference voltages or currents
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K17/00—Electronic switching or gating, i.e. not by contact-making and –breaking
    • H03K17/51—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used
    • H03K17/56—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used by the use, as active elements, of semiconductor devices
    • H03K17/687—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used by the use, as active elements, of semiconductor devices the devices being field-effect transistors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/2003—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening
    • F02D2041/2006—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening by using a boost capacitor

Definitions

  • the present invention relates to an apparatus for driving electromagnetic valves, and in particular, to the apparatus adapted to discharge high-voltage energy charged to a discharging capacitor, into a coil in an electromagnetic valve to enhance the operational responsiveness of the electromagnetic valve.
  • Fuel injection valves are used, for example, for injecting and supplying fuel to individual cylinders of an internal combustion engine loaded on a vehicle. Electromagnetic valves have been used as fuel injection valves, which are opened by supplying current to coils. Such fuel injection valves are driven and controlled by a fuel injection control apparatus. In particular, a fuel injection apparatus controls a current supply period and current supply timing for each of the coils, so that the amount and timing of fuel injection can be controlled for the internal combustion engine.
  • a type of such a fuel injection control apparatus is known as disclosed in Japanese Patent Application Laid-Open No. 2001-015332 .
  • a power source voltage is raised by a booster circuit to charge a discharging capacitor.
  • the high-voltage electrical energy stored in the discharging capacitor is charged to the coils of fuel injection valves to pass a predetermined high current (so-called peak current) therethrough.
  • peak current a predetermined high current
  • the fuel injection valves are promptly brought into an open state.
  • a current of a certain level is passed through the coils until the driving period expires, keeping the fuel injection valves in an open state.
  • a fuel injection control apparatus 100 of Fig. 12 is purposed to drive electromagnetic solenoid type unit injectors (hereinafter just referred to as “electromagnetic valve(s)”) for injecting and supplying fuel to, for example, cylinders of a multi-cylinder diesel engine loaded on a vehicle.
  • Fig. 12 shows only one of the electromagnetic valves for the respective cylinders. The following explanation is focused on the driving of a single electromagnetic valve 21 shown in Fig. 12 .
  • transistors used as switching elements are MOSFETs, which hereinafter are referred to as "switching elements".
  • the electromagnetic valve 21 is a normally-closed type electromagnetic valve provided with a coil 21 a.
  • a valve body not shown, moves against the bias force of a return spring to a valve-opening position so that the fuel is injected.
  • the valve body returns to a valve-closing position, or an original position, so that the fuel injection is stopped.
  • the fuel injection control apparatus 100 also includes: an energy recovery path 22, which is provided between the output terminal P2 and the positive terminal of the capacitor C1 to recover flyback energy circulated from the downstream-side of the coil 21a to the capacitor C1; and a diode D1, which is provided upstream of the energy recovery path 22 with its cathode being directed to the capacitor C1 to control the direction of current.
  • the output terminal P1 is commonly used between a plurality of electromagnetic valves for the respective cylinders, i.e. coils of the individual electromagnetic valves are connected to this single output terminal P1.
  • the output terminal P2 and the switch 13 are provided for the coil of every electromagnetic valve.
  • the DCDC converter 23 includes an inductor and a switch, which are arranged in series between the power source line of the battery voltage VB and the ground line. It is known that the capacitor C1 is charged by the flyback voltage through the diode D4. The flyback voltage is generated in the inductor by the turning on/off of the switch.
  • the control circuit 25 determines a driving period for supplying current to a coil of an electromagnetic valve for every cylinder, based on engine operation information, such as engine speed and accelerator opening, and turns on the switch 13 corresponding to the electromagnetic valve in question only during the driving period.
  • control circuit 25 Prior to the commencement of the driving period of each electromagnetic valve, the control circuit 25 operates the DCDC converter 23 to charge the capacitor C1 up until the charge voltage (positive terminal voltage) of the capacitor reaches a target voltage Vc1.
  • the control circuit 25 turns on the switch 13 corresponding to the electromagnetic valve in question, while also turning on the switch 11.
  • the switch 12 is also turned on together with the switch 11.
  • the "Current at output terminal P1" indicated by a broken line is coil current that flows through the coil 21a.
  • the diode D2 prevents the battery voltage VB from sneaking out of the output terminal P1, whose potential has been raised, to the power source line. Further, even when the switch 13 is turned on, the diode D1 will prevent current from directly flowing into the switch 13 from the positive terminal of the capacitor C1 through the energy recovery path 22.
  • the control circuit 25 turns on the switch 11 and, after lapse of a certain period, turns off the switch 11. It should be appreciated that another configuration may be used, in which coil current is detected in terms of voltage generated at the resistor R1, and when the coil current reaches a target current, or a peak current, the switch 11 is turned off.
  • the switch 11 is turned on to permit the capacitor C1 to discharge current to the coil 21a, whereby high current flows through the coil 21a to accelerate valve-opening response of the electromagnetic valve 21.
  • the control circuit 25 inhibits the DCDC converter 23 from charging current to the capacitor C1 in order to stabilize the discharge current of the capacitor C1.
  • control circuit 25 After turning off the switch 11, the control circuit 25 performs on/off control of the switch 12, so that the coil current detected in terms of voltage generated at the resistor R1 will be kept at a constant level, which is smaller than the target current, or the peak current.
  • flyback current is circulated from the side of the ground line to the coil 21a through the diode D3. Accordingly, current that passes through the coil 21a is the flyback current circulated through the diode D3 during the period from when the switch 11 is turned off to when the on/off control of the switch 12 is started, and during the period when the switch 12 is turned off in the on/off control of the switch 12.
  • the control circuit 25 turns off the switch 13 and terminates the on/off control (i.e., constant current control) of the switch 12 to keep the switch 12 in an off-state.
  • the on/off control i.e., constant current control
  • current supply to the coil 21a is stopped to close the electromagnetic valve 21, As a result, the fuel injection performed by the electromagnetic valve 21 is ended.
  • the flyback energy produced at the coil 21a when the switches 13 and 12 are turned off is recovered in the form of current from the downstream side of the coil 21a to the capacitor C1 through the diode D1 on the energy recovery path 22.
  • the control circuit 25 allows the DCDC converter 23 to resume charging the capacitor C1. This is for preparing for the subsequent driving of the electromagnetic valve.
  • the switch 12 is also turned on.
  • the switch 12 may be adapted to turn off when the switch 11 is turned on.
  • the configuration and operation of a fuel injection control apparatus of the type as described above are also described in detail in Japanese Patent Application Laid-Open No. 2001-015332 , for example.
  • One approach for suppressing the emission noise may, for example, be to reduce the electrical energy (i.e., voltage and current per se ) fed to the coil 21a.
  • Another approach may be to increase a slew rate of the switch 11 (i.e., to gradually bring the switch 11 into an off-state).
  • the former approach however may deteriorate valve-opening responsiveness of the electromagnetic valve 21.
  • the latter approach is also not practical because it may increase power loss of the switch 11, which may also increase the heat generation rate. Therefore, it has been desired that heat generation of elements be reduced as much as possible in on-vehicle apparatuses in particular, which are placed under high-temperature conditions.
  • the present invention has been made in light of the problem mentioned above and has as its object to provide an electromagnetic valve driving apparatus that can reduce emission noise, which is produced when a discharge switching element is in an off-state.
  • the electromagnetic valve driving apparatus of the present invention comprises: a discharging capacitor in which electrical energy is stored to perform discharge to a coil of an electromagnetic valve; charging means for charging the discharging capacitor by generating high voltage from power source voltage, the high voltage being higher than that of the power source voltage; discharge switching element, which is provided in series in a current path extending from the discharging capacitor to an upstream-side terminal of the coil and is turned on at the beginning of a driving period for supplying current to the coil to establish electrical connection between the discharging capacitor and the coil, so that current is discharged from the discharging capacitor to the coil, for bringing the electromagnetic valve into an operation state; controlling means for performing on/off control of the discharge switching element; circulating means, which is provided in the current path residing between a point closer to the coil than from the discharge switching element and a ground line, for circulation of current to the coil when the discharge switching element is turned off and discharge from the discharging capacitor to the coil is completed; and sub-discharging means, which is provided
  • the electromagnetic valve driving apparatus of the present invention is so configured that the charging means produces voltage from the power source voltage, the voltage being higher than the power source voltage, and charges a discharging capacitor and that, through this charging, electrical energy to be discharged to a coil of an electromagnetic valve is stored in the discharging capacitor.
  • the discharge switching element is provided in series in the current path extending from the discharging capacitor to the upstream-side terminal of the coil of the electromagnetic valve.
  • the discharge switching element is turned on by the controlling means when the driving period for supplying current to the coil of the electromagnetic valve is started to establish an electrical connection to the discharging capacitor.
  • current is discharged from the discharging capacitor to the coil, so that the electromagnetic valve can be promptly brought into an operating state.
  • the current path is also provided with the circulating means between a point closer to the coil than from the discharge switching element and a ground line, When the discharge switching element is turned off so that discharging to the coil from the discharging capacitor is finished, current is circulated to the coil through the circulating means.
  • the current that passes through the coil via the circulating means is flyback current originating from the electrical energy accumulated in the coil.
  • the electromagnetic valve driving apparatus of the present invention is provided with the sub-discharging means at a point in the current path, which point is closer to the coil than from the discharge switching element.
  • the sub-discharging means is adapted to circulate current to the coil through the circulating means when discharging from the sub-discharging means to the coil is finished.
  • the electromagnetic valve driving apparatus of the present invention does not immediately stop discharging to the coil when the discharge switch is switched from an on-state to an off-state, but continues discharging to the coil with the aid of the sub-discharging means and, when the discharging of the sub-discharging means is finished, circulates current to the coil through the circulating means. Therefore, voltage variation (corresponding to the voltage variation at the output terminal P1 shown in Figs. 12 and 13 ) at the upstream-side terminal of the coil can be mitigated when the discharge switch is switched from an on-state to an off-state.
  • the fuel injection control apparatus of the following embodiments are purposed to drive electromagnetic valves (i.e. electromagnetic solenoid type unit injectors) for injecting and supplying fuel to the cylinders of a multi-cylinder diesel engine for vehicles.
  • electromagnetic valves i.e. electromagnetic solenoid type unit injectors
  • Each of the electromagnetic valves is opened and inject high-pressure fuel pressurized and stored in a known common rail.
  • the drawings for each of the following embodiments provide illustration of only one of the electromagnetic valves of the respective cylinders. The following description is focused on the driving of the single electromagnetic valve drawn in each figure, In the drawings related to the following embodiments, identical or similar components to those shown in Fig. 12 are given the same reference numerals for the sake of omitting explanation.
  • a switching element is referred to as a "switch” and an MOSFET (metal oxide semiconductor field effect transistor) is used as the switch.
  • MOSFET metal oxide semiconductor field effect transistor
  • a fuel injection control apparatus 10 As shown in Fig. 1 , a fuel injection control apparatus 10 according to a first embodiment is different from the fuel injection control apparatus 100 shown in Fig. 12 in the points as provided at the following items (1-1) and (1-2).
  • a series circuit consisting of a capacitor C2 and a switch 14 is additionally provided in parallel with the diode D3 in order to perform the sub-discharge subsequent to the main discharge.
  • the capacitor C2 is adapted to establish an electrical connection between the output terminal P1 (or wiring connecting between the switch 11 and the output terminal P1) and the ground line when the switch 14 is turned on.
  • the switch 14 is also controlled by the control circuit 25.
  • the capacitor C1 is an aluminium electrolytic capacitor or a film capacitor, while the capacitor C2 is of the type having smaller equivalent series inductance (ESL) and higher discharging speed than the capacitor C1 (stacked ceramic capacitor in the present embodiment).
  • ESL equivalent series inductance
  • the control circuit 25 determines whether or not the engine speed is equal to or less than a preset value Nth (step S110). When the engine speed is not equal to or less than the preset value Nth (NO at step S110), a sub-discharge switch 14 is left in an off-state (step S120), but when the engine speed is equal to or less than the preset value Nth (YES at step S110), the switch 14 is controlled as shown in Figs. 3B and 4 (step S130).
  • control circuit 25 turns on the switch 14 simultaneously with the switch 11, and turns off the switch 14 after a predetermined period from when the switch 11 has been turned off, has lapsed.
  • the conventional apparatus 100 has been configured, as shown in Fig. 3A , to circulate flyback current to the coil 21a through the diode D3 simultaneously with turning off the switch 11.
  • the present embodiment is configured, as shown in Figs. 3B and 4 , to start sub-discharge to the coil 21a from the capacitor C2 simultaneously with the turning-off of the switch 11 for completion of the main discharge to the coil 21a from the capacitor C1, and to circulate flyback current to the coil 21a through the diode D3 when the sub-discharge from the capacitor 2 is completed.
  • the predetermined period from the turning-off of the switch 11 to the turning-off of the switch 14 is set so as to last longer than the time which is considered to be required for completing the discharge from the capacitor C2 to the coil 21a. Further, when an amount of energy to be fed to the coil 21a at the beginning of the driving period is Pinj, and an amount of energy to be fed to the coil 21a from the capacitor C2 is Pc2, the timing for turning off the switch 11 (i.e. the point of expiration of the on-state period of switch 11) in performing sub-discharge, is set at a time point which may enable feeding of energy from the capacitor C1 to the coil 21a by a certain amount.
  • the "main discharge period” refers to a period when current is discharged from the capacitor C1 to the coil 21a
  • the "sub-discharge period” refers to a period when current is discharged from the capacitor C2 to the coil 21a
  • the "flyback period” refers to a period when flyback current is circulated to the coil 21a through the diode D3
  • the fuel injection control apparatus 10 carries out sub-discharge from the capacitor C2 to the coil 21a instead of immediately stopping discharge to the coil 21a upon changing the switch 11 from an on-state to an off-state, under the conditions where the engine speed is equal to or less than the preset value Nth, e.g. at low engine speed that may tend to cause annoying noise on the radio. Then, after completing the sub-discharge, the flyback current will come to be circulated to the coil 21a through the diode D3.
  • the capacitor C2 is disabled (step S120) and no sub-discharge is performed.
  • the factors for varying energy supply to the coil 21a become equal to those of the conventional apparatus 100.
  • the accuracy in the valve-opening timing of the electromagnetic valve 21 (and thus the accuracy in the fuel injection) will not be deteriorated worse than in the conventional apparatus 100.
  • the noise on the radio due to the operation sound of the engine is not annoying, the accuracy in the fuel injection is put ahead of the reduction in the emission noise.
  • the rate Px may be set at 3% as can be seen from Fig. 5 .
  • the present embodiment sets a capacity Cc2 for the capacitor C2 so that the rate Px will be 3% or more.
  • the target charge voltage Vc1 of the capacitor C1 resulting from the DCDC converter 23 is 50 (V) and the energy Pinj is 50 (mJ).
  • the capacity Cc2 may be set at 1.2 ( ⁇ F) or more.
  • setting the capacity Cc2 of the capacitor C2 at least at 1.2 ( ⁇ F), which is comparatively a small capacity, may achieve the noise performance comparable to Class 3 or more in standard CISPR 25.
  • the capacitor C1 corresponds to the discharging capacitor
  • the DCDC converter 23 corresponds to the discharging means
  • the switch 11 corresponds to the discharge switching element
  • the diode D3 corresponds to the circulating means
  • the capacitor C2 and the switch 14 correspond to the sub-discharging means.
  • the switch 14 corresponds to a connection switching element.
  • the first embodiment described above may be modified as provided at the following items (1) to (4).
  • the configuration shown in Fig. 6 can vary the total capacitance for performing sub-discharge depending on whether both of or either one of the switches 14 and 15 are/is turned on. Thus, depending on the desired degree of reduction in the emission noise generated when the switch 11 is turned off, the total capacitance for sub-discharge can be actively varied.
  • control can be effected in such a way that; if the engine speed is equal to or less than a first preset value Nth1, both of the switches 14 and 15 are turned on/off in the manner shown in Figs. 3B and 4 or left turned on; if the engine speed is larger than the first preset value Nth1 and equal to or less than a second preset value Nth2, the either one of the switches 14 and 15 is turned on/off in the manner shown in Figs. 3B and 4 or left turned on; and if the engine speed is larger than the second preset value Nth2, both of the switches 14 and 15 are left turned off.
  • a fuel injection control apparatus 30 according to a second embodiment is different from the fuel injection control apparatus 10 according to the first embodiment in the points provided at the following items (2-1) and (2-2).
  • a DCDC converter 29 similar to the DCDC converter 23 is additionally provided.
  • the DCDC converter 29 generates voltage higher than the battery voltage VB, and this high voltage is provided to the capacitor C2 through a diode D5 so that the capacitor C2 can be charged.
  • the DCDC converter 29 is controlled by the control circuit 25.
  • the capacitor C2 of the present invention is charged by the DCDC converter 29 instead of the capacitor C1.
  • the switch 14 does not necessarily have to be turned on simultaneously with the turn-off of the switch 11. As shown by a broken line at the bottom of Fig. 8 , the switch 14 may by turned on when the switch 11 has been turned off or during a period when the switch 11 is turned on up until when it is turned off.
  • the second embodiment as described above charges the capacitor C2 with the aid of the DCDC converter 29. Thus, substantially all the energy discharged from the capacitor C1 can be supplied to the coil 21a.
  • operation response time This can permit abrupt discharge to the coil 21a at the time when the switch 11 is turned on, leading to the reduction in the time of operational response (hereinafter referred to as "operational response time") in bringing the electromagnetic valve 21 into an on-state from when the switch 11 has been turned on.
  • the first embodiment has partially spent the energy discharged from the capacitor C1 to charge the capacitor C2.
  • starting current supply to the coil has been slightly delayed, and thus by that much, the operational response time of the electromagnetic valve 21 has been be elongated.
  • the configuration of the second embodiment can prevent this from happening.
  • the DCDC converter 29 of the second embodiment corresponds to the sub-discharge charging means.
  • the target voltages Vc2 and Vc1 may be different from each other.
  • the modifications (3) and (4) provided above is applicable to the second embodiment.
  • a fuel injection control apparatus 40 according to a third embodiment is different from the fuel injection control apparatus 10 according to the first embodiment in the points as provided at the following items (3-1) and (3-2).
  • a resistor R2 is connected in series with the capacitor C2, for detecting current discharged to the coil 21a from the capacitor C2.
  • the control circuit 25 monitors the output of the amplifier 25a every time the switch 11 is changed from an on-state to an off-state, so as to determine whether or not current is discharged from the capacitor C2 to the coil 21a. At the same time, the control circuit 25 measures duration of a period, which has been determined as being used for performing discharge, as a period of discharge from the capacitor C2 to the coil 21a. Further, upon determining the discharge from the capacitor C2 as being completed, the control circuit 25 stores the currently measured discharge period into a memory (not shown). Then, in subsequently performing sub-discharge, the control circuit 25 adjusts the timing for turning off the switch 11 in the on/off control of the switch 11, based on the discharge periods that have been measured up to then.
  • the control circuit 25 calculates and stores in the memory the latest average of an M number of discharge periods (M is an integer equal to or more that 2) including the current measurement.
  • M is an integer equal to or more that 2
  • the timing for turning off the switch 11 is adjusted based on the stored average discharge period.
  • variation of slight increase in the capacitance of the capacitor C2 due to the variation in manufacture, elapsed time, temperature or the like, may elongate the discharge period of the capacitor C2, while increasing the energy fed from the capacitor C2 to the coil 21a.
  • the timing for turning off the switch 11 is put ahead by the time corresponding to the difference, so that the energy fed from the capacitor C1 to the coil 21a will be reduced.
  • the timing for turning off the switch 11 is delayed by the time corresponding to the difference, so that the energy fed from the capacitor C1 to the coil 21a will be increased. In this way, the total energy fed to the coil 21a is kept constant.
  • the total energy fed to the coil 21a from both of the capacitors C2 and C1 can be steadied irrespective of variation in manufacture, elapsed time, temperature or the like, and thus high accuracy in the fuel injection can be ensured.
  • control circuit 25 corresponds to the controlling means.
  • the timing for turning off the switch 11 is adjusted only based on the previous discharge period.
  • a discharge period may be measured, for example, once in a plurality of fuel injections, or only at an initial injection or at a plurality of injections since the fuel injection control apparatus 40 has been started.
  • an arrangement may be so made that the measured discharge periods or an average thereof are stored in a nonvolatile memory or a backup RAM (RAM whose power source is backed up) as learned values and that the learned values may be used the next time the fuel injection control apparatus 40 is started for fuel injection.
  • a nonvolatile memory or a backup RAM RAM whose power source is backed up
  • a fuel injection control apparatus 50 according to the fourth embodiment is different from the fuel injection control apparatus 10 according to the first embodiment in the points as provided at the following items (4-1) and (4-2).
  • a temperature detection circuit 27 is provided for detecting temperature in the fuel injection control apparatus 50.
  • the temperature detection circuit 27 is a known circuit which includes a temperature detection diode, for example, and utilizes that forward voltage of the temperature detection diode changes with the change of temperature.
  • the temperature detection circuit 27 amplifies the forward voltage of the temperature detection diode and outputs the voltage as temperature information.
  • control circuit 25 adjusts the timing for turning off the switch 11 based on the temperature information derived from the temperature detection circuit 27 in the on/off control of the switch 11.
  • the control circuit 25 puts ahead the timing for turning off the switch 11 as the temperature obtained from the temperature information of the temperature detecting circuit 27 becomes higher, so that the total energy fed to the coil 21a can be kept constant.
  • the control circuit 25 puts ahead the timing for turning off the switch 11 as the temperature obtained from the temperature information of the temperature detecting circuit 27 becomes lower, so that the total energy fed to the coil 21a can be kept constant.
  • the total energy fed to the coil 21a from both of the capacitors C2 and C1 can be steadied irrespective of the characteristics change in the capacitor C2 due to temperature, thereby ensuring high accuracy in fuel injection.
  • control circuit 25 corresponds to the controlling means.
  • the control circuit 25 may be configured to estimate the temperature in the fuel injection control apparatus 50 based on environmental temperature outside the apparatus 50, such as the temperature of cooling water or intake air of the engine. In this case, the control circuit 25 may be configured to estimate the temperature in the apparatus 50 as being high when the temperature of the cooling water or the intake air is higher. Such a configuration can eliminate the necessity of providing the temperature detection circuit 27 in the apparatus 50.
  • the capacitors C2 and C3 are not limited to stacked ceramic capacitors, but may be other types of capacitors.
  • the switches 11 to 15 may be other types of transistors, such as bipolar transistors.
  • the DCDC converters 23 and 29 may not be limited to the ones which are boosted utilizing flyback voltage of the inductor, but may be charge-pump type booster circuits, for example,
  • the present invention may be applicable not only to fuel injection control apparatuses but also to any apparatus that drives electromagnetic valves.
  • the electromagnetic valve may be a normally-opened type, whose valve is closed upon supply of current to the coil.
  • the sub-discharging means may be a capacitor whose one end is connected to a point in the current path, which point is closer to the coil than from the discharge switching element and the other end is connected to a potential lower than the high voltage (i.e. voltage generated by the charging means to charge the discharging capacitor).
  • This configuration can reduce elements that are provided as the sub-discharging means.
  • the discharge switching element when the discharge switching element is turned on, the capacitor constituting the sub-discharging means is charged by a portion of the energy discharged from the discharging capacitor and, when the discharge switching element is turned off, discharging is started from the capacitor constituting the sub-discharging means to the coil.
  • the sub-discharging means may also be made up of a capacitor and a connection switching element which, when turned on, can electrically connect the capacitor between a point in the current path, which point is closer to the coil than from the discharge switching element and a potential lower than the high voltage.
  • This configuration can switch the sub-discharging means between effectiveness and ineffectiveness by turning on/off the connection switching element. For example, when the connection switching element is left turned on, the capacitor becomes effective to serve as the sub-discharging means having the same effects as mentioned above. When the connection switching element is left turned off, the capacitor becomes ineffective to serve as a conventional apparatus without having the sub-discharging means. Thus, switching control can be realized, which permits the sub-discharging means to be effective only when there is a necessity of reducing the emission noise generated when the discharge switching element is turned off.
  • the switching control can be advantageously performed by permitting the sub-discharging means to be effective. Contrarily, in case the latter is placed above the former, the switching control can be advantageously performed by permitting the sub-discharging means to be ineffective.
  • the on/off control may be performed, for example, by turning on the connection switching element simultaneously with the turning on of the discharge switching element and turning off the connection switching element upon completion of discharging to the coil from the capacitor constituting the sub-discharging means.
  • the sub-discharging means may be provided in plural number.
  • This configuration can vary the total capacitance of the sub-discharging means according to the number of connection switching elements to be turned on (i.e. the number of sub-discharging means permitted to be effective).
  • this configuration can advantageously change the total amount of capacitance of the sub-discharging means in an active manner according to the desired degree of reducing emission noise produced at the time of turning off the discharge switching element.
  • the total capacitance of the sub-discharging means can be increased by increasing the number of the connection switching elements to be turned on.
  • total capacitance of the sub-discharging means can be decreased by decreasing the number of the connection switching elements to be turned on.
  • application of the present invention to the fuel injection control apparatus as shown in Fig. 12 may enable change in the total capacitance of the sub-discharging means according to the traveling conditions of the vehicle, such as engine speed.
  • the sub-discharge charging means which charges a capacitor constituting the sub-discharging means in case both of the discharge switching element and the connection switching element are turned off.
  • the connection switching element is adapted to be turned on when the discharge switching element is brought into an off-state from an on-state, or during a period from when the discharge switching element is turned on to when it is turned off, and to be turned off upon completion of discharging to the coil from the capacitor constituting the sub-discharging means.
  • This configuration enables charging of the capacitor constituting the sub-discharging means by using the sub-discharge charging means, which is different from the discharging capacitor, and thus can supply substantially all the energy discharged from the discharging capacitor to the coil. Accordingly, abrupt discharge can be performed for the coil when the discharge switching element is turned on, leading to reduction in the operational response time that lasts from when the discharge switching element is turned on up until when the electromagnetic valve is brought into a state of operation.
  • the sub-discharging means may only be a capacitor having discharge responsiveness, which enables start of discharging to the coil prior to the circulation of current to the coil through the circulating means, after the discharge switching element has been turned off.
  • Such a type of capacitors can be considered to include one whose discharge speed is higher than that of the discharging capacitor.
  • a capacitor constituting the sub-discharging means may preferably be a stacked ceramic capacitor having smaller equivalent series inductance (ESL) and higher discharge speed than the aluminium electrolytic capacitors and the film capacitors.
  • Use of a stacked ceramic capacitor, for example, having high discharge speed as a capacitor constituting the sub-discharging means may reduce the delay in the discharge performed by the sub-discharging means, leading to the reduction in the adverse effect caused to the operational responsiveness of the electromagnetic valve.
  • the controlling means for controlling the on/off state of the discharge switching element is adapted to measure a period of discharge from the sub-discharging means (particularly, a period of discharge from the sub-discharging means to the coil), and to adjust the timing for turning off the discharge switching element based on the discharge periods measured in the past.
  • This configuration can attain steadiness; so that the total energy fed to the coil from both of the discharging capacitor and the sub-discharging means will be a target feeding energy, irrespective of the characteristics variation (e.g., vibration in manufacture, elapsed time or temperature) in the components constituting the sub-discharging means.
  • characteristics variation e.g., vibration in manufacture, elapsed time or temperature
  • variation of slight increase in the capacitance of the capacitor constituting the sub-discharging means may elongate the time of discharge from the sub-discharging means to the coil, while increasing the energy fed to the coil from the sub-discharging means.
  • control may be performed as to put ahead the timing for turning off the discharge switching element by a period corresponding to the difference, so that the energy fed to the coil from the discharging capacitor can be reduced. In this way, the total energy fed to the coil can be kept constant.
  • the period of discharge from the sub-discharging means may be measured, for example, at every fuel injection or once in a plurality of fuel injections, or only at an initial injection since the apparatus has been started. In case of the former, an average of the plurality of measurements may be used, while the latter can reduce the processing load of measurement.
  • the controlling means for controlling the on/off state of the discharge switching element is adapted to adjust the timing for turning off the discharge switching element, based on the temperature in the apparatus.
  • This configuration can attain steadiness so that the total energy fed to the coil from both of the discharging capacitor and the sub-discharging means will be a target feeding energy, irrespective of the characteristics variation In the components constituting the sub-discharging means due to temperature.
  • a capacitor which will have larger capacitance with the increase of the temperature, so as to serve as the capacitor constituting the sub-discharging means, may enable feeding of larger energy to the coil from the sub-discharging means with the increase of the temperature.
  • the total energy fed to the coil can be kept constant by performing such control as to bring the timing for turning off the discharge switching element to an earlier time point as the temperature becomes higher.
  • the total energy fed to the coil can be kept constant by performing such control as to bring the timing for turning off the discharge switching element to an earlier time point as the temperature becomes lower,
  • the controlling means may be configured so as to estimate temperature in the apparatus based on the environmental temperature outside the apparatus. This configuration can eliminate the necessity of providing the apparatus with an element and a circuit for detecting temperature.
  • the environmental temperature outside the apparatus can include, for example, the temperature of the cooling water or the intake air of the engine.

Claims (15)

  1. Elektromagnetventilansteuervorrichtung mit:
    - einem Entladekondensator (C1), in dem elektrische Energie gespeichert wird, um ein Entladen zu einer Spule (21a) eines elektromagnetischen Ventils (21) auszuführen;
    - einem Lademittel (23; 29) zum Laden des Entladekondensators durch Erzeugen einer hohen Spannung aus einer Energiequellenspannung, wobei die hohe Spannung über der Energiequellenspannung liegt;
    - einem Entladeschaltelement (11), das in einem Strompfad, der sich vom Entladekondensator zu einem stromaufwärtsseitigen Anschluss (P1) der Spule erstreckt, in Reihe geschaltet ist und am Anfang einer Ansteuerperiode zum Speisen von Strom in die Spule eingeschaltet wird, um eine elektrische Verbindung zwischen dem Entladekondensator und der Spule herzustellen, so dass Strom vom Entladekondensator zur Spule entladen wird, um das elektromagnetische Ventil in einen Betriebszustand zu versetzen;
    - einem Steuermittel (25) zum Ausführen einer Ein/Aus-Steuerung des Entladeschaltelements;
    - einem Zirkulationsmittel (D3), das im Strompfad vorgesehen ist und sich zwischen einem Punkt, der näher zur Spule als das Entladeschaltelement angeordnet ist, und einer Masseleitung befindet, um Strom zur Spule fließen zu lassen, wenn das Entladeschaltelement ausgeschaltet wird und das Entladen vom Entladekondensator zur Spule abgeschlossen ist; und
    - einem Nebenentlademittel (C2, 14; C2, 14, C3, 15), das im Strompfad an einem Punkt vorgesehen ist, der näher zur Spule als das Entladeschaltelement angeordnet ist, und dazu ausgelegt ist, ein Entladen zur Spule zu starten, wenn das Entladeschaltelement ausgeschaltet wird, und im Ansprechen auf den Abschluss des Entladens zur Spule Strom über das Zirkulationsmittel zur Spule fließen zu lassen.
  2. Elektromagnetventilansteuervorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass das Nebenentlademittel einen Kondensator (C2; C2, C3) aufweist, dessen eines Ende mit einem Punkt im Strompfad verbunden ist, wobei der Punkt näher zur Spule als das Entladeschaltmittel angeordnet ist, und dessen anderes Ende mit einem unter der hohen Spannung liegenden Potential verbunden ist.
  3. Elektromagnetventilansteuervorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass das Nebenentlademittel aufweist:
    - einen Kondensator (C2) und ein Verbindungsschaltelement, das im Ansprechen auf ein Einschalten des Verbindungsschaltelements den Kondensator elektrisch mit dem Strompfad verbindet und sich zwischen einem Punkt, der nähe zur Spule als das Entladeschaltelement angeordnet ist, und einem unter der hohen Spannung liegenden Potential befindet.
  4. Elektromagnetventilansteuervorrichtung nach Anspruch 3, dadurch gekennzeichnet, dass das Nebenentlademittel aus mehreren Nebenentlademitteln aufgebaut ist.
  5. Elektromagnetventilansteuervorrichtung nach Anspruch 3 oder 4, dadurch gekennzeichnet, dass sie ferner aufweist:
    - ein Nebenentlade-Lademittel (29) zum Laden des das Nebenentlademittel bildenden Kondensators, wenn sowohl das Entladeschaltelement als auch das Verbindungsschaltelement ausgeschaltet werden, wobei
    - das Verbindungsschaltelement dann, wenn das Entladeschaltelement von einem Ein-Zustand in einen Aus-Zustand versetzt wird, oder während einer Zeitspanne zwischen einem Einschalten und einem Ausschalten des Entladeschaltelements eingeschaltet wird, und dann, wenn das Entladen von dem das Nebenentlademittel bildenden Kondensator zur Spule abgeschlossen ist, ausgeschaltet wird.
  6. Elektromagnetventilansteuervorrichtung nach einem der Ansprüche 3 bis 5, dadurch gekennzeichnet, dass der das Nebenentlademittel bildende Kondensator einer Bauart ist, die eine höhere Entladegeschwindigkeit als der Entladekondensator aufweist.
  7. Elektromagnetventilansteuervorrichtung nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass das Steuermittel ein Mittel (R2, 25a) zum Messen einer Entladezeitspanne vom Nebenentlademittel und zum Abstimmen eines Zeitpunkts zum Ausschalten des Entladeschaltelements auf der Grundlage der gemessenen früheren Entladezeitspannen aufweist.
  8. Elektromagnetventilansteuervorrichtung nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass das Steuermittel ein Mittel (27) zum Abstimmen eines Zeitpunkts zum Ausschalten des Entladeschaltelements auf der Grundlage einer Temperatur in der Vorrichtung aufweist.
  9. Elektromagnetventilansteuervorrichtung nach Anspruch 8, dadurch gekennzeichnet, dass das Steuermittel dazu ausgelegt ist, eine Temperatur in der Vorrichtung auf der Grundlage einer Umgebungstemperatur außerhalb der Vorrichtung zu schätzen.
  10. Elektromagnetventilansteuervorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass das elektromagnetische Ventil ein Kraftstoffeinspritzventil zum Einspritzen und Geben von Kraftstoff in jeden Zylinder eines in einem Fahrzeug vorgesehenen Verbrennungsmotors ist.
  11. Elektromagnetventilansteuervorrichtung nach Anspruch 5, dadurch gekennzeichnet, dass der das Nebenentlademittel bildende Kondensator einer Bauart ist, die eine höhere Entladegeschwindigkeit als der Entladekondensator aufweist.
  12. Kraftstoffeinspritzsteuervorrichtung zur Ansteuerung eines Kraftstoffeinspritzventils zum Einspritzen und Geben von Kraftstoff in jeden Zylinder eines in einem Fahrzeug vorgesehenen Verbrennungsmotors, wobei die Vorrichtung aufweist:
    - einen Entladekondensator (C1), in dem elektrische Energie gespeichert wird, um ein Entladen zu einer Spule (21 a) eines elektromagnetischen Ventils (21) auszuführen, welches das Kraftstoffeinspritzventil bildet;
    - ein Lademittel (23, 29) zum Laden des Entladekondensators durch Erzeugen einer hohen Spannung aus einer Energiequellenspannung, wobei die hohe Spannung über der Energiequellenspannung liegt;
    - ein Entladeschaltelement (11), das in einem Strompfad, der sich vom Entladekondensator zu einem stromaufwärts gelegenen Anschluss (P1) der Spule erstreckt, in Reihe geschaltet ist und am Anfang einer Ansteuerperiode zum Speisen von Strom in die Spule eingeschaltet wird, um eine elektrische Verbindung zwischen dem Entladekondensator und der Spule herzustellen, so dass Strom vom Entladekondensator zur Spule entladen wird, um das elektromagnetische Ventil in einen Betriebszustand zu versetzen;
    - ein Steuermittel (25) zum Ausführen einer Ein/Aus-Steuerung des Entladeschaltelements;
    - ein Zirkulationsmittel (D3), das im Strompfad vorgesehen ist und sich zwischen einem Punkt, der näher zur Spule als das Entladeschaltelement angeordnet ist, und einer Masseleitung befindet, um Strom zur Spule fließen zu lassen, wenn das Entladeschaltelement ausgeschaltet wird und das Entladen vom Entladekondensator zur Spule abgeschlossen ist; und
    - ein Nebenentlademittel (C2, 14; C2, 14, C3, 15), das im Strompfad an einem Punkt vorgesehen ist, der näher zur Spule als das Entladeschaltelement angeordnet ist, und dazu ausgelegt ist, ein Entladen zur Spule zu starten, wenn das Entladeschaltelement ausgeschaltet wird, und im Ansprechen auf den Abschluss des Entladens zur Spule Strom über das Zirkulationsmittel zur Spule fließen zu lassen.
  13. Kraftstoffeinspritzsteuervorrichtung nach Anspruch 12, dadurch gekennzeichnet, dass das Nebenentlademittel einen Kondensator (C2; C2, C3) aufweist, dessen eines Ende mit einem Punkt im Strompfad verbunden ist, wobei der Punkt näher zur Spule als das Entladeschaltmittel angeordnet ist, und dessen anderes Ende mit einem unter der hohen Spannung liegenden Potential verbunden ist.
  14. Kraftstoffeinspritzsteuervorrichtung nach Anspruch 12, dadurch gekennzeichnet, dass das Nebenentlademittel aufweist:
    - einen Kondensator (C2) und ein Verbindungsschaltelement (14), das im Ansprechen auf ein Einschalten des Verbindungsschaltelements den Kondensator elektrisch mit dem Strompfad verbindet und zwischen einem Punkt, der nähe zur Spule als das Entladeschaltelement angeordnet ist, und einem unter der hohen Spannung liegenden Potential angeordnet ist.
  15. Kraftstoffeinspritzsteuervorrichtung nach Anspruch 12, dadurch gekennzeichnet, dass der Verbrennungsmotor ein Dieselmotor ist.
EP07116652A 2006-09-20 2007-09-18 Vorrichtung für den Antrieb elektromagnetischer Ventile Expired - Fee Related EP1903202B1 (de)

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EP1903202A2 (de) 2008-03-26
EP1903202A3 (de) 2009-06-17
DE602007013330D1 (de) 2011-05-05
JP2008075516A (ja) 2008-04-03
JP4609401B2 (ja) 2011-01-12
US20080083895A1 (en) 2008-04-10
US7823860B2 (en) 2010-11-02

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